Combined train order and traffic signal



Oct. 1, 1929. J. BENNETT 3 COMBINED TRAIN ORDER AND TRAFFIC SIGNAL FiledJune 19. 1925 FIG. 1.

g IN V EN TOR.

Mum/13$, BY 2 2 v M'TTORNEY Patented @ct. l, 1929 Ultra" arias JERRYBENNETT, OF SCOTTSVILLE, NEW YORK,'ASSG1IQE TO GENERAL RAILWAY SIGNALCOMPANY, OF ROCHESTER, IxTEiT-J' YORK I COMBINED TRAIN ORDER AHD TRAFFICSIGNAL Application filed. June 19, 1925. Serial No. 38,248.

This invention relates to semi-automatic signals for railways, and moreparticularly to a multiple aspect signal which by the number ofdistinctive indications available may be used to give the usualindications of traffic conditions ahead automatically and fur ther byreason of superimposed manual control give other info mation which L notlikely to be mistaken for an indication of favorable traffic conditionsahead.

In the operation of trains on most of the railways, train orders are attimes required to instruct the train crew as to how they shall reachtheir destination and where they shall meet certain other trains orshall. allow other trains to pass them from the rear. These train ordershave generally been transmitted from the train dispatcher to the traincrew in two difi'erent ways depending on the nature and importance ofthe train order. When the train order is such as to seriously endangerthe train if it is not carried out, the train is required to stop totake the order in which event the engineer or conductor is required tosign an acknowledgement that he has received such order; whereas if theorder is such as to facilitate traffic rather than to safeguard it, theorder may be. given to the rain. crew without requiring them to stop tosign such receipt, and in which event the order is tied to a hoop, orthe like, which is handed to a train man on a passing train. Intransmitting train orders in thisway it is, of course, necess ry toinform the train crew properly as to when and how a train order is to betransmitted to them, and in the past a three-position signal has in someinstances been used for this purpose. On account of the limited numberof clearly distinguishable colors available, train order signals have inmany instances employed the same color in dication as the usualautomatic signals, namely, green, yellow and red, and even if colordistinction were employed to distinguish train order signals fromautomatic signals confusion might easily result in mistaking a trainorder signal f an automatic signal on account of the limited number ofclearly distinguishable colors. In any event it has happened that atrain order signal has been mistaken as a proceed automatic orsemiautomatic signals as a result of which awreck has occurred.

With the above and other important considerations in mind, it isproposed in accordance with the present invention to employ a signalwhich has a sufiicient number of distinctive combination color aspects,so that conditions of traiiic ahead as well as information as to thetransmission of train orders can be given by the same signal, as aresult of which there cannot be a confusion between the usual auto maticand a train order signalj As a further object of the present'inventionit isproposed to display a caution signal at the next signal location inthe rear of such combined train order and trailic signalunde'r trafficconditions which require the display of such caution signal and alsowhen the train is required to come to stop to take a train order.

More specifically, it is proposed to provide a three-condition lightsignal for the purpose of indicating conditionsof traffic ahead, em-

ploy a two-condition light signal having a predetermined spaced relationto the auto matic signal for the purpose of indicating that a trainorder is to be transmitted to the train crew, and in employing a singleaspect light signal having a different fixed relation to the automaticsignal so that the traincrcw must either read theautomatic signal incon:

. nection' with the single aspect signal or must the indication whichhas been set up. c

Other objects, purposes and characteristic 7 features of the inventionwill appear from the following description and the drawings.

In describing the invention in detail refer- 1 aspects which are used inthe particular arrangement in which the invention has been illustrated.

Referring to the drawings, the particular embodiment of the inventionillustrated shows color light signals for carrying out the mult plicityof aspects for giving both conditions of traflic ahead and informationas tov the transmission of train orders although position light signalsor semaphore signals alone, or in combination with one or more lightsignals, may be employed instead of the particular arrangementillustrated.

Each of the light signal units shown consists of a closed compartmenthaving darkeed walls and an openlng and preferably conta ning a lenstherein, which 1s capable of converging a large spherical angle of lightfrom a concentrated light source, such as the filament of anincandescent lamp, into a rather narrow beam having a color the same asthat of the lens. This construction. avoids the reflection of light fromthe outside and thereby avoids a false or phantom indication, and at thesame time constitutes an efficient light projecting unit. Also theincandescent lamps used in connection with these light signals eachpreferably have a concentrated fil ament which is located in the focusof such lens.

Referring to Fig. 1, a portion of the track of'a railway system isshown, in which the normal direction of traflic is as indicated by thearrow, which track has its rails 1 divided into blocks by insulatingjoints 2 of which the adjacent ends of the blocks II and I only havebeen shown. At the exit end of the block I there is provided a source ofalternating current'potential (not shown) the instantaneous polarity ofwhich depends on traflic conditions in the next block in advance of theblock I, so that the track relay T connected across the rails at theentrance end of the block I is energized to its normal position, inwhich it has been shown, if both the blocks I and the block next inadvance thereof are unoccupied. This relay assumes the reverse dottedposition when the block in advance of the block I is occupied andassumes the pendent de-energized. position if the block I is occupied bya train which shunts the track phase winding of this relay T. This relayT 7 also has a line phase winding 8 which winding is connected directlyacross one secondary winding 9 of the track transformer 10, whichtransformer receives its energy from line transformer 11.

In the preferred embodiment of the invention illustrated thethree-condition color light signal comprises a clear lamp 15 preferablycolored green, a caution lamp ltlpref erably colored yellow, and adanger lamp 17 preferably colored red located on one side of the signalpole 18, the two aspect train order signal includes a lamp 19 preferablycolored yellow and the lamp 20 preferably colored red, and the markerlight comprises a red lamp 21 located a considerable distance below thetrain order signal. Each of the lamps just mentionedis connected in aseparate circuit to the secondary windingof its individual transformer,which transformers have for convenience been numbered 24, 25,

26, 27, 28 and 29. These various signal lamps may be controlled in anysuitable manner, but pro erably are controlled jointly by the trackrelay T and the desk circuit controller D6 which preferably one of thetype more specifieally described in the application of R. C. Leake, Ser.No. 602,042, filed November 20, 1922.

This desk circuit controller includes a hen dle 30 which may, ifdesired, be locked in any suitable way as by mechanical interlock ingmechanismor by an electric lock, and through the medium of which certaincircuits may be opened and closed as conditions require. Thisdeskcircuit controller also includes indicators A, S and AS, which.signify that no train. order is to be given to the train crew, that thetrain is to stop to receive a train order and that the train is toreceive a train order at speed, respectively. The apparatus illustratedalso includes a repeater relay RR which is preferably slow-acting sothat it does not assume its de-energizedecondition when trafiicconditions change from.

clear to caution, during which change this relay RE is momentarilyde-energized. In other words, if this relay BB were not slowacting amomentary indication of danger traffic conditions ahead would be givenwhen the track relay T changes from its normal to its reversed position,which momentary indication might cause confusion or might cause thetrain crew to place less reliance upon the signal indication; asconstructed, however, this relay RR, does not assume its de-energizedposition during reversal of the relay T. I

The main winding of this repeaterr'elay RR, as readily appears from thedrawings, is energized through the contact 33 of the track relay T whenthis track relay is either energized normal or reverse, and theauxiliary winding 84: of this repeater relay RE is energized wheneverthe handle 80 of the desk circuit contr ller DC is in either of its etreme positions, through the medium of contacts 35 and 36 of thiscircuit controller, so

that the repeater relay BB is de-energized when either the track relay Tis de-energized or the circuit controller DC is in its neutral position.From the circuit for the main winding of the relay RR it is obvious thatthis relay ER is die-energized when the block I is occupied, and forthis reason the pole changing contacts 37 and 38 of this repeater relayRR change the relative polarity of the alternating current derived fromthe secondary winding 32 and applied to the track circuit of the blockH. From the circuit'for its auxiliary winding 34 it appears that relayER is (lo-energized when the controller handle 30 is in its neutralstopping position; so that the net result is the signal located at theentrance of the block H will indicate caution whenever this relay RE isde-energized, either because a stop train order si nal has been set upmanually or because caution traffie conditions exist by reasons of thepresence of a train ahead in block I.

It readily appears that the transformers 28 and 29 which feed thegreenlamp and the caution lamp 16 of the automatic signal are energized whenthe track relay T is energized normal and reverse, respectively; andthat these transformers receive their energy through the front contact39 of the relay RR, and the contact 41 of the relay T, so that if thisrelay BB is tie-energized neither of the lamps 15 or'16 can beenergized. Further, if the relay BR- is tie-energized, the contact 40 ofthis relay RR applies energy to the primary winding of the ransformer 25so as to energize the red lamp 17 .of the automatic signal. The otherside of the primary windings of these transformers 25, 28 and 29 areconnected to a common wire C, which is connected to one side of theprimary winding 4% of the transformer 10. Further, it should be notedthat the current which may be applied to any one .of the lamps 15, 16 or17 of the automatic signal, through contacts 39,

40 and 4:1, is derived from a common feed wire F, which is connected tothe transformer 11 through contact 47 of the desk circuit controller DC,one of the indicators A, S or AS depending on the position of the deskcircuit controller DC, and the wires 16 and 48; so

that regardless of the positions of the relays V an indication, theseindicators being designed so as to assume their energized indicatingpositions only if the current flowing in the primary windings of two ofthe transformers iflows through such indicator and providing 1 proachingtrain.

that the secondary winding of these transformers are connected to lampswhich have their filaments intact. w

As thus far described it is apparent that the automatic signal willindicate conditions of traffic ahead so long as the desk circuitcontroller DC is in either of its extreme positions but that the redlamp 17 will be energized and the lamps 15 and 16 will be de-energizedirrespective'of traffic conditions ahead if the desk circuit controllerDC is in its neutral position. A

Let us now consider the functions of the contact 50 of the desk. circuitcontrollerv DC which contact determines the character of train orderinformation to'be given to an ap- This contact 50 through wires 51 and52 is connected to one side of the secondary Winding of the transformers2st, 27 and 26 when the desk circuit controller DC is in its normal, itsreverse and its neutral position respectively. The other side of thisprimary winding of these transformers also being connected through themedium of wire 55 t the common feed wire F, which feedwire F receivesits current through the contact l7. of the desk circuit controller DCand one of the indicators A, S or AS as the case may be through wires 46and 48 connected to the other side of the secondary winding of thetransformer 11.

From these circuits it readily appears that the red marker lamp 21 isenergized when the desk circuit controller DC is in its normal position;the yellow lamp 19 is energized when this circuit controller is in itsreverse position; and the red lamp 20 is energized when the controlleris in its neutral position. Considering now the flow of current to oneof the transformers 24, 26 and 27 through the medium of contact 50 ofthe desk circuit controller, and the flow of current to the primarywinding of one of the transformers 25, 28 and 29 through theinedium ofcontacts 39, 40- and 41 and that the currents for any two transformerswhich may be energized at the same time, for reasons just given, isderived from the feed wire F throughone of the indicators A, S or ASdepending on the position of handle 30; it appears that such indicatorwill assume its indicating position and inform the operator that thereare two lamps illuminated and that theengineer of the approaching trainhas the necessary information only if the filaments of the lampsenergized by these f two transformers are intact.

Referring to Fig. 2 let'us' now consider the number of distinctiveindications that clusive. With the desk circuit controller in lamp " andilluminate the yellow lamp 19.

its normal position the red lamp 21 is energized regardless of thecondition of the automatic signal comprising lamps 15, 16 and 17, fromwhich it is obvious that (1) under clear traflic conditions of the blockI and the next block in advance thereof (not shown) the green-lamp 15and this red lamp 21 are energized, which signifies proceed; (2) withthe block to the right of the block I occupied, under which conditionthe polarity of the track circuit current in the block I is reversed,and the track relay T is energized to the reverse position, the yellowlamp 16 is energized in combination with the red 21, which signifiescaution; and if the block I is occupied and the track relay T isde-energizeu it causes de-energization of the repeater relay ER byreason of dropping of contact 33 which in turn will energize the redlamp 17 of the automatic signal together with the red lamp 21 whichsignifies danger. During each of the three indications orproceed,caution and danger, just mentioned, the indicator A assumes itsindicating position and indicates that the automatic signal togetherwith its red marker lamp 21 is functioning properly.

If now,the operator wishes to transmit a train order to the train crewwithout requiring the train to come to a stop he will move the handle 30to the extreme right-hand position andin so doing will by contact 47 slect the at-speed indicator AS, and will by contact 50 extinguish thered lamp 21 A Under this condition the three indications marked 4, 5 and6 in the diagram in Fig. 2 will result. The automatic signal comprisinglamp 15, 16 and 17 will function in exactly the same manner as it doesin the first three indications, (1), (2) and (3) just mentioned, so thatitris not necessary to discuss these three indications specifically.

If the train crew is to come to astop to take a train order and sign areceipt therefor the operator will move the desk circuit controller tothe neutral position and in so doing will illuminate the red lamp 20through the medium of contact 50'and will effect de-energization of therelay RR through the medium of contacts 35 and 36. Vith the relay RRde-energized the automatic signal can indicate dang-er only, that IS,the red lamp 1'? 1s energized ust the same as if the block I wereoccupied; so that two red lamps arranged horizontally are lighted toinform the engineer of the approaching train that he 1s to stop to takea train order. If these two red lamps 17 and 20 are properly energizedthe.

stop indicator S will assume its indicating position and inform theoperator accordingly, also, with the relay RR de-energiz'ed to give thestop train order signal the next signal in the rear will indicatecaution.

It is considered expedient to briefly mention, as follows, what each ofthe indications tabulated in Fig. 2 is intended to convey to theengineer in the particular embodiment of the invention illustrated :-(1)proceed; (2) caution; danger; (4) take train order without stopping andthen proceed; take train order without stopping and then proceed withcaution; (6) take train order without stopping and then proceed at lowspeed; and (7) stop for train order.

. In those systems in which the rulesrequire the train to be brought toa stop before an automatic stop signal is passed the last twoindications would be interpreted as follows (6) stop for train order andproceed at low speed; (7) stop and sign for train order;

In order to assure full safety to an approaching train in a systememploying a signal embodyingthe present invention the operator will berequired to keep close watch that the proper indicator A, S or AS isindieating, at all times, and in order to aid the operator it may bedesirable to add an audible signal which sounds whenevernone of theseindicators is in an indicating position. This precaution should betaken, since the engineer might mistake the illumination of a singlelamp for that of anordinary automatic signal, or if all of the lamps areextinguished may not note the fact that he has passed a signal location.With the provision of these indicators the operator will be properlyinformed and may, if necessary, flag the train in any other suitableway.

Having thus shown and described one specific embodiment of the presentinvention, it is desired to be understood that the present invention isnot limited to the employment of color light signals, but may if desiredbe carried out by the employment of position light signals or semaphoresignals alone, or in combination with color light signals, and thatvarious changes, modifications and additions may be made to adapt theinvention to the particular type of railway signaling system inconnection with which it is to'be used without departing from the scopeof the invention or the idea of means underlying the same.

W hat it is desired to be secured by Letters Patent is v 1. A combinedtrain order and trafiic signal comprising, a plurality of distinctivecolor light signals, and means for lighting pairs of lamps in saidsignals substantially vertically disposed to indicate distinctivelyvarious conditions of traffic ahead, and pairs of lamps in said signalssubstantially horizontally disposed to indicate distinctively any one ofa plurality of train order informations, r

2. A combined train order and traiiic sig nal comprising, a plurality ofdistinctive color light signals, and means for lighting pairs of lamps1n said signals substantially vertically disposed to indicatedistinctively variousconditions of traffic ahead and pairs of lamps insaid signals substantially horizontally positioned to both distinctivelyindicate conditions or" tratlic ahead and visually transmit certaintrain order information.

3. In a combined signal for railway signaling purposes, the combinationof signaling means for indicating clear, caution and danger traiiicconditions ahead and for causing the next signal in the rear of saidsignaling means to indicate caution WllQIISEtiCl signaling meansindicates danger, supplemental signaling means located at the signallocation of said signaling means and means for energizing thesupplemental signaling means and at the same time causing said signal inthe rear to indicate caution.

l. In a combined automatic and manual signal for railway signaling, thecombination of signaling apparatus for giving a plurality o'i signalindications each indication of which is effected by illuminating aplurality of incandescent lamps, automatic means for controlling saidsignal apparatus, and indicating means for indicating Whether or not therequired number of lamps for giving a particular signal indication areilluminated. v

5. semiautomatic multiple aspect signal comprising, a three conditionautomatic trafiic indicating signal, a multiple aspect train ordersignal located adjacent said three condition signal, a marker light, andmeans to illuminate the marker light only, and cause it to be read inconnection, With said three condition signal, When said train ordersignal is in its non-indicating condition.

6. A combined train order and traiiic signal comprising, a plurality ofmanually and automatically controlled color light signals, and means forlighting pairs of lamps in said signals substantially verticallydisposed to indicate distinctively various conditions of traiiic ahead,and pairs of lamps in said signals substantially horizontally disposedto indicate distinctively any one of a plurality of train orderinformations.

7 A combined train order and traflic signal comprising, a plurality ofdistinctive color light signals, including traiiic controlled si nals,and means for lighting pairs of lamps in said signals substantiallyvertically disposed to indicate distinctively various conditions oftra'liic ahead and pairs of lamps in said si nals substantiallyhorizontally positioned to both distinctively indicate conditions oftraiiic ahead and visually transmit certain train order information.

8. In a signal system, a plurality of tratlic controlled light signals,a plurality of other light signals, and indicating means placed inindicating condition only it a plurality of the light signals islighted.

9. In a signal system, a plurality of and indicating means connected tobe respon-' sive only to the combined energizing currents for one of thetraflic controlled signals and one of the said other signals.

12. In a signal system, clear, caution and danger signals controlled bytraffic conditions train-order signals indicating a train order, atstop, at speed, and no order, manual means for energizing the trainorder signals, and connections whereby energization of the at stop trainorder signal, energizes the traiiic danger signal regardless of trafficconditions.

13. In a signal system, clear, caution and danger signals controlled bytraffic conditions, train-order signals indicating a train order, atstop, at speed, and no order, manual means for energizing the trainorder signals, and an indicator responsive only While one of the trafiicsignals and one of the train-order signals is simultaneously energized.

14:. In a signal system, a plurality of traffic controlled signals, avplurality of manually controlled train-order signals, and means forcausing simultaneous energization of one of each class of signals.

15. In a signal system, a plurality of traffic controlled signals, aplurality of manually controlled train-order signals, means for causingsimultaneous energization of one signal ofeach class, and indicatingmeans assuming indicating condition only When one signal of each classis energized. 1 f

In testimony whereof I hereby aiiix my signature.

JERRY BENNETT.

